Railway draft rigging



Dec. 19, 1933. J. F. o'coNNoR RAILWAY DRAFT RIGGING Filed Jan. 14, 1931 Patented Dec. 19, 1933 UNITED sTArEs RAILWAY DRAFT RIGGING John F. OConnor, Chicago, lll., assignor to I W. H. Miner, Inc., Chicago, .111., a corporation of Delaware Appiication January 14, 1931. serial'No. 508,621

6 claims. (ci. 21a-61) A,l equipment. However, railroads which are adopting-the long travel type of `rigging still have many cars equipped with draft riggings wherein the travel of the coupler in buff is equal to the travel thereof in draft, and some railways also u still adhere to the latter type of draft rigging.

It is, therefore, highly desirable to provide arrangements of draft riggings and accessories therefor, particularly `designed for interchangeable use with either of these two types of draft al riggings.

With this end in view, the main object of my invention `is to provide a reversible front main followermeans for railway draft riggings, which may be employed either with riggings having i6 equal travel in buff and draft, or. those having longer travel in buff than in draft. i

A more specific object ofthe-invention is to provide a reversible follower having front and rear projections or bosses. thereon which cooperaterespectively withl the coupler shank and vthe pressure transmitting member of the shock absorbing mechanism, wherein one of the bosses projects from the corresponding side of the follower to a greaterextent than the other, whereby said reversible follower when in one position isY adapted to cooperate with a railway draft rigging having equal travel in buff and draft and in a reverse position cooperates with a rigging having longer travel in buff than in draft. '40 A further object of the invention is to provide in combination with a front main follower of a railway draft rigging a detachable shelf movable with said follower for supporting the shank of the coupler member to prevent drooping of the head thereof and maintain proper alinement of the Ycoupler shank with the other parts of the rigging.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawing, forming a part of this specification, Figure 1 is a horizontal, longitudinal, sectional view through theV underframe structure at one end of a railway car, illustrating my improvementsinconnection therewith. Figure 2 is a vertical, longitudinal, sectional View, correspending substantially to the line 2-2'of Figure 1. lFigure 3 is Aa horizontal, sectional-view correspondingV torFigure 1, but `illustrating' only the forward end portion of the mechanism shown in that figure, and disclosing the front mainV follower in elevation, the follower and the coupler key of the railway draft rigging being shown reversed, so as to cooperate with the long travel type. And Figure 4 is a vertical, sectional view corresponding to the line-4 4 of Figure 2 showing the front main follower and the supporting shelf or slide of the railway draft rigging.

I In said drawing, 10-10 indicate channel shaped center or draft sills of the railway draft rigging. A striking casting 11 is secured to the forward ends of the sills and has a carry iron member 12 bolted thereto. I'he striking casting 11 preferably has the front stop members formed integral therewith, said stop members being indicated by 13-13 and being secured to the vertical webs of the draft sills 10-10. The stop members 13--13 .are provided with coupler key guide slots 14-14, said slots being reinforced by flanges 15-115 surrounding the same, the flanges .being accommodated inV suitable openings provided in the webs of the draft sills. A combined rear stop `and fillery casting 16 cooperates with the shock absorbing mechanism of the draft rigging. In the presentin-A stance, the shock absorbing mechanism is shown' as ofthe friction type, comprising a casing 17 having thefriction shell section formed at the front end thereof.. The usual .friction -shoes 18-18y and wedge member 19 cooperate with the friction shell.. As will be4 understood, inward movement of the friction Vmeans comprising thershoes 18 and the wedge 19, is opposed by the usual springresistance means arranged within the casing 17. The coupler of thedraft rigging is indicated by 20 and has a keyed connection with a yoke `21 of the vertical type having a hood 22 at the forward end thereof. The hood of the yoke has spaced side wall members 23-23 provided with alined coupler key receiving slots 24-24. The side walls 23-23 are connected by top and bottom walls 25-25, which converge forwardly, as clearly shown in Figure 2.

In carrying out my invention, I provide a front main follower A, which is reversible, a supporting shelf or slide B, which is detachably connected to the follower, and a coupler key C of special design which is also reversible. Y

The front main follower A, as illustrated in Figure 1, has a relatively heavy, rectangular plate-like main body portion26, which cooperates with the front stops 13-13 in the usual manner. The follower 26 is provided with front and rear projections or bosses 27 and 28, which cooperaterespeotively with the butt end of the couplerv shank and the wedge 19 of the friction shock absorbing mechanism. The projection or boss 2S is of larger size than the boss 27 and protrudes to a greater extent from the main body portion 26 of the follower A. As mostV clearly shown in Figures 1, 2, and 4, the projection or boss 28 is preferably of rectangular cross section and of such a height that it will engage the front end of the friction shell when the mechanism is fully compressed, thereby `limiting relative approach ofthe follower and the shell. The boss 27 is of cylindrical cross section, as clearly shown inFigure 4, and is of such a size that it will enter the open end of the friction shell 17 when the follower is reversed, as illustrated in Figure 3. The supporting shelf B, which is detachably connected to the follower A, is of the general outline illustrated in Figures 1 and 2, having-a-relatively wide outer end section 29, which is slidingly supported on the carry iron 12. Inwardly of the section 29, the shelf is reduced vin width, as indicated in dotted lines'in' Figures 1 and 2, said width being slightly less than the width of the coupler shank. At the rear end, the shelf member is still further reduced in width, as indicated at 30. The portion 30 is thickened, to provide additional strength, as clearly shown in Figure 2. The follower A is centrallyv slotted at the bottom thereof, as indicated at 3l, to accommodate the section 30V of the shelf. The shelf is secured to thefollower by Ameans of a bolt or pin 32 extending transversely through the lower portion of the follower and through the thickenedv section 30 of the shelf. As indicated in Figure 2, the follower is slotted, as shown at 33, to accommodate the bolt 32 and the shelf section 30 is provided with an openingy therethrough. In addition to being held in position by the bolt 32,V the inner Vend portion of the shelf B is supported by the bottom wall' 34V of the slottediportion 31 of Vthe follower A.

As shown in Figures 1 and 2, the coupler key C has the outer end portions thereof, which are indicated by` 35-35, of lesser widththan the central portion 36 thereof. The front end edges of the portions.35--35, as shownV in Figure l., are in transverse alinement `with the front edge of the central portion of the key, while the rear edges of'V said sections 35-35 are offset forwardly with respect tothe rear edge of the central portion rthereof. A rearward projection or enlargement is thus provided on the key, which isl accommodated within the transverse coupler key slot 37. 'I he arrangement of parts, as shown in Figuresl and-2, is such as to -provide for equal travel of -the coupler in' buffV and draft, with equal compression of the shock absorbing mechanism.

In'order to accommodate my improved construction to a long travel type of railway draft rigging, the follower A is reversed, as Ashown in Figure 3, that is the same is placed so that the' boss or projection 28 is located at the forward side thereof Vand the cylindrical projection 27 engages the wedge member 19 of the friction' shock absorbing mechanism. l'I'he key C is also reversed so as toplace the projecting 'central portion thereof at the forward side of the key. The shelf B is attached inthe same manner as shown in Figures l and 2. As will be evident, when the main front follower and key are reversed so as to accommodate the parts to a long travel type of railway draft rigging, the shelf is lfirst detached from the main follower and the follower then reversed and again attached to the shelf. Due to the longer travel required in buff, in the long travel type of railway draft rigging, the coupler is positioned further forwardly than when the same is used in connection with a rigging having equal travel in buff and draft. This altered position of the coupler is taken care ofl by the reversal of the key C and the front'main follower A, the boss 28 on the main follower filling the space between the butt end of the "coupler shank and the plate-like main body' portion of the follower and the forward projection on the key taking care of the altered position of the coupler key slot.-Y f

When the parts are in the position shown lin Figure 1, the operation is as follows: During an outward movement of the coupler member 20, the yoke 21 is pulled outwardly therewith by meansof the connecting key C, thereby'compressing the friction shock absorbing mechanism against the front main follower A. Compression of the shock absorbing mechanism is limited by engagement of the front end vof the casing or shell 17 with the boss or projection 28 ofthe main follower. During a bufling action, the coupler shank forces the follower rearwardly while the friction casing of the shock absorbing mechanism is held against movement by the rear stop casting 16. Compressionvr will be limited by engagement of the projection 28 with the front end of the casing 1'7. Upon reference to Figure 1, it will be seen that the slots of the sills and the slots of the yoke are of suflicient length toV permit the inward movement of the coupler shank and connected key with respect to the yoke during a buiiing stroke. Y

The operation of the mechanism when the parts are reversed,v as shown in Figure 3, to l accommodate the same to a long travel type of rigging is as follows: During a draft'action, the coupler will be moved outwardly, thereby pulling the yoke forwardly therewith through the medium of the connecting key C, compressing the friction shock absorbing mechanism` against the'rearwardly projecting boss 27 ofthe follower A# Outward movement of the 'coupler and yoke will be limited by engagement of the key C, with the front end walls of the slots 14 of the draft sills. During a buiiing action, the coupler will Vbe forced inwardly,carrying the follower A therewith and compressing the shock absorbing mechanism against the Vrear stop means. of the follower A is of such a sizeV as to telescope within the forward end of the casing 17,'r the wedge 19 and the shoes 18 will be forced some distance inwardly of the casing and relative movement of the casing and follower A Will be limited by engagement of the main body portion of the follower with the forward end of the casing. As will be evident, the movement in buff is thus considerably greater than the movement in draft.

vThe supporting shelf B, which is movable with the follower A, at all times overlaps the carry iron 12 and is thus supported at the forward end in all operative positions of the parts of the railway draft rigging, regardless of whether Inasmuch as the boss or projection 27 lao the `same!l is used with a'rigging having equal travel "in buffand draft or .one -having longer travelfin buff'th'aninrdraft.

IAV haveherein shownfandf described what I nowconsider -the preferred manner of carrying outm'y invention, but thesame is'merely illustrative andT contemplate all changes "and modifications that come within thescope of the claiins- Aappended hereto.

I claim:

l. In a railway draft rigging, the combination with a coupler; of a yoke connected to the coupler; a shock absorbing kmechanism within the yoke; stop means forming a part of Said shock absorbing mechanism; front stops; `a follower interposed between the shock absorbing mechanism and the coupler shank, said follower being movable inwardly of the yoke and cooperatingV with said front stops in draft, said followerhaving front and rear projectionsV thereon adapted to Ycooperate with the butt end of the coupler shankV and the shock absorbing mechanism respectively, one of said projections protruding to Y a greater extent than the other, said follower being reversible to dispose said projection, which protrudes to the greater extent, either forwardly or rearwardly of the main body portion of the follower, said projection of greater extent when disposed rearwardly being engageable with the stop means to limit inward movement of the follower in buff, and said other projection being of such dimensions so as to clear said stop means when said last named projection is disposed rearwardly and thereby permit engagement of the follower with said stop means to limit compression in buff'.

2. In a railway draft rigging, the combination with a coupler; of a yoke connected to the coupler; a shock absorbing mechanism within the yoke including a friction shell and cooperating friction means, said shell being held against rearward movement in buff; a front main follower interposed between the butt end of the. coupler shank and the friction means of the shock absorbing mechanism, said followerhaving projections on opposite sides thereof, and being reversible to dispose either projection thereof in cooperating relation with the friction means of the shock absorbing mechanism, the end portion of one of said projections being of such a size as scope within the forward end of the friction shell, said last named projection protruding from the follower to a lesser extent than the projection on the other side thereof.

3. In a draft rigging for railway cars, the combination with front stop means on the car; of a carry iron means fixed to the car a yoke; a shock absorbing mechanism within the yoke; a coupler provided with a shank member, lsaid shank member being connected to the yoke; a main follower interposed between the butt end `of the coupler shank and the shock absorbing mechanism, said follower being movable inwardly of the yoke and cooperating with said front stop means, said main follower having a seat at the lower side; and a supporting shelf for the coupler shank detachably connected to said front follower and movable in unison therewith, said supporting shelf having the inner end thereof disposed in said seat and fixed to the follower by a removable locking'element,

said shelf having thefouterendrthereof slidably supportedon the carry iron means and movable Vsaid follower having front and rear projections thereon cooperating respectively with the coupler butt and the shock absorbing mechanism, one of said projections being of such a size as to telescope within the friction shell, and the other projection protruding to a greater extent than said telescoping projection and being of greater size in width than the interior of the friction shell; a supporting slide engaging underneath the coupler shank and supporting the same outwardly of the keyed connection of the shank with the yoke; means for detachably and reversibly yconnecting the follower to the inner end of the slide with either one or the other of said projections of the follower extending rearwardly; and a fixed support for guiding the outer end of said slide.

5. In a draft rigging for railway cars, the combination with a carry iron means fixed to the car; of a coupler having a shank member; a yoke operatively connected to the coupler;

shock absorbing means within the yoke; a main follower interposed between the butt end of the coupler shank and the shock absorbing means and movable inwardly of the yoke, said follower having a horizontal abutment face; a shelf having one end portion thereof slidable on said carry iron'and movable outwardly beyond said carry iron, said shelf supporting the shank of the coupler; and means forv detachably securing the main follower to the inner end portion of said shelf and maintaining said shelf seated on said horizontal abutment face of the follower. Y

' `6. In a draft rigging for railway cars, the combination with draft sills having aligned coupler key guide slots; "of front and rear stop means on said sills; a, coupler having a shank member, said shank having a coupler key receiving slot; aV yoke having aligned coupler key receiving slots; a shock absorbing mechanism within the yoke, said shock absorbing mechanism including a casing. open at its forward end; a key extending through the slots of the coupler shank, yoke, and draft sills for operatively connecting the yoke to the coupler, said key having its forward movement in said slots limited by engagement with the front end walls thereof to restrict the travel of the coupler in draft, said key having a rearwardly projecting enlargement thereon, said enlarged portion being disposed entirely within the coupler key slot, said key being reversible to dispose said projecting enlargement forwardly thereof within the slot of the coupler shank; a front main follower within the yoke, said follower being movable inwardly of the yoke and having front and rear projections, one of said projections being of such a size as to telescope within the casing, the other projection protruding further follower being vreversible to dispose the greater projection at the forward side thereof to correspond with the reversed position of the key, thereby bringing the shorter projection into cooperating relation with the shock absorbing mechanism to provide a draft rigging having longerftravel in buff than said travel of the coupler in draft.

JOHN F. OCONNOR. 

